maetel



(No Model.) 2 Sheets-Sheet l.

A. IE. MARTEL. RAILWAY SIGNAL.

No. 385,677. Patented July 3, 1888 (No Model.) 2 Sheets Sheet 2.

A. F. MARTEL. RAILWAY SIGNAL.

No. 385,677. Patented July 3,1888.

H E W ll I7wenI0 r;

UNITED STATE PATENT tripe.

ADELARD FRANCIS MARTEL, OF MONTREAL, QUEBEC, CANADA, ASSIGNOR OF THREEFOURTHS TO JEAN BAPTISTE AM EDE lllONGENAlS, OF RIGAUD, AND TOUSSAINT BROSSEAU AND MARIE M. PHILOMIENE CRAIG, BOTH OF MONTREAL, QUEBEC, CANADA.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 385,677, dated July 3, 1888.

Application filed October 29, 1987.

T0 aZZ whom it may concern.-

Be it known that I, ADELARI) FRANcIs MAR- TEL, of Montreal, in the county of Hochelaga and Province of Quebec, Canada, have in vented certain new and useful Improvements in Railway-Signals, of which the following is a specification.

My invention relates to railwaysignals,and is designed to warn the engineer of an appreaching train, a station-master, or others in charge, of danger, where such exists.

My invention is designed, primarily, as a fire-alarm, so that in case the under-brush or trees adjacent to a track or the track itself should catch fire the train-men or others shall be notified at a distance at either side of the tire.

\Vhile the invention is applicable more particularly to giving an alarm where the track, or underbrnsh adjacent to the track, is liable to burn, it is equally applicable to bridges and snow-sheds, so that whether they burn or sag or fall,through defective workmanship,an alarm will be sounded atsuitahle distances at each side of the fire or other disturbance.

The invention also consists in a novel arrangement of devices by which, in addition to the signals or alarms heretofore referred to, the engineer of an approaching train is notified of the danger, the steam shut off, and the air-brakes applied to the train.

Referring to the accompanying drawings, Figure l is a perspective view of a railwaytrack provided with my improved signaling apparatus; Fig. 2, a view showing a bridge provided with my invention; Fig. 3, a rear view of a locomotive, showing the means by which the signal is automatically given to the engineer, and by which also the train is brought to a standstill; and Figs. 4; and 5, detail views.

A indicates a track, upon one or both sides of which I place, at suitable distances apart, posts B,which support a cord or other fusible or combustible connection, 0, the cord or connection being stretched tight and connected at one or both ends with a circuit-closer, which will preferably be incased in astrong box and Serial No. 253,756. (No model.)

fixed securely upon the ground or upon apost adjacent to the track.

The circuit-closer may consist simply of an elbow-lever, D, pivoted at the angle or bend, and comprising two arms, E and F. The upright arm E is connected with the cord or connection C, while the lower or horizontal arm, F, is Weighted or provided with a weight at its outer end. Connected with the upright arm E is a strong wire or rod, G, which is connected with the arm H of a semaphoresignal, which may be located at any desired distance from either end of the track or bridge pro tected. This rod G, which is connected to the semaphore'arm, will be carried in posts having small rollers, as is now commonly done; and as the semaphore, per se, forms no part of the present invention, its construction need not be described.

Directly beneath the horizontal arm F of the elbow'lever or eircuit'closer D are two contact arms or springs, I J, which are electrically insulated from each other. A wire, K, extends from arm J to the earth, while a wire, L, extends from arm I to astation at any suitable distance away from the track or bridge. The wire L is provided with a battery, M, and with an electric bell, N.

The semaphoresignal is located in proximity to the track, so that when its arm His operated or thrown out at an angle to the post to which it is pivoted it shall be in position, so as to strike theupturned end 0 of a rockshaft, P, journaled in the cab ofthe engine, as shown. Extending upward through the top of the cab is a sliding rod or bolt. 0, with which a sliding latch, 0 connected with the rockshaft, is adapted to engage, as clearly shown in Fig. 3. Secured to the lower end of the sliding rod 0 is a cord or connection, 0 provided at its lower end with a weight, 0', and connected with the cord or connection 0 are similar cords, O and O, passing, respectively, over wheels 0 O, and connected at their ends with the throttlevalve O" and the valve 0 of the ainbrake mechanism. From this construction it will be seen that as soon as the arm H is thrown outward to indicate danger it will be in such position as to strike the up turned end of the rockshaft P, and as the end 0 of the latter strikes against the arm H the rock-shaft will be turned or rotated and the latch O withdrawn from the bolt 0', thereby permitting the weight 0" to fall. As the cord or connection is thus pulled downward, acting through the cords O and 0, connected, respectively, with the throttle valve and the valve of the air-brake mechanism, it operates the latter, thereby shutting oft the steam and applying the air-brakes.

lt' desired, the rock-shaft may be arranged in such manner as to sound an alarm upon the cab; but as such mechanism is shown in Letters Patent No. 229,048, issued to me June 22, 180, it is not deemed necessary to illustrate or describe it herein.

I am aware that the employment of combustible cords as a means for automatically giving an alarm in case of fire is not of itself new.

The cord or connection 0 will advisably be placed upon both sides of thet'rack, as shown, and where a single track is used I attach the cords G at both ends to a circuit-closer, so as to give a warning at each side of the point at which the fire takes place.

In order to prevent the cord 0 from being affected by water or being broken accidentally, I seat it in a groove in the lower face or edge of a board, T, carried by the posts B, as shown in Fig. 4:, and, if desired, the cord may be coated with a highly-inflammable substance to render its burning more certain.

In Fig. 2 I have shown the invention as ap plied to a bridge, the same construction and arrangement of circuit-closer being employed in this case as in the case of a track.

A number of the cords C may be employed upon a bridge and connected one with the other, so that should the bridge burn or sag unduly at any point it will cause an alarm to be given, not only by means of the audible signal at the station and the semaphore, but

will also operate the mechanism upon the 10- comotive, so as to bring the train to a standstill.

The operation of this system is as follows: Suppose that the underbrush, .or the country upon either side of the track, should be on fire. As soon as the fire reaches the cords, which are set at a greater or less distance away from the track, the cord or connection will be burned or severed. As soon as the cord is thus severed, the weighted arm F of the elbow-lever or circuit-closer D strikes against the plate or contact'finger I and throws the same into contact with the arm or finger J,and thereby establishing a circuit through the wire K, arms J I, wire L, battery M, and bell N, the bell,which is located at some distance from the bridge or track, being rung as soon as the circuit is completed, thereby giving notice to the station-master that there is fire adjacent to the track or bridge. At the same time that the circuit is completed and the elbow-lever or circuit-closer D swings upon its pivot the rod G, which is connected to the semaphore arm H, also moves longitudinally, thereby permitting the arm H to swing down horizontally from the post or standard. The post or standard, which carries the semaphorearm, may be located at either side of the signal-bell, so that in case there should be no one at the station at the time that the alarm is given the engineer will see the semaphore-armin such position as indicates danger. In case, however, the engineer should be asleep, or there should no one upon the engine to observe the position of the semaphore-arm, this arm, striking against the upwardly-turned end 0 of the rockshaft P, will not only operate the gong within the cab of the locomotive, but will also shut offthe steam and apply the brakesand thereby bring the train to a standstill atasuitable distance from the point upon the track at which the fire has occurred. The same operation would take place if the bridge should burn or fall or sag.

Fromthe foregoing construction it will be seen that every feature or the system is perfectly automatic, and in case the electric or audible alarm or signal should not be observed the mechanical signal will be positively actuated.

If by constant travel over the bridge the latter should wear gradually, so as to weaken snfficiently to render the bridge unsafe, it will cause such a strain upon the cord or connections 0 as to give an alarm the same as if the cord were burned.

To guard against the burning of the track, I place a cord or connection, 0, along between the rails and resting upon the ties, and also,

if desired, upon the ties outside of the rails.

Snow-sheds, which are also liable to be set afire by sparks or coals from the locomotive, may be effectually protected.

1 am also aware that a severable wire or electric conductor has been employed upon a bridge in connection with a constant current, so that upon the severing of the wire the current will be interrupted and the signal-armature of an electro-magnet included in the circuit permitted to fall and be displayed. Lastly, I am aware that it is not broadly new to bring into action automatically the stopping mechanism of a train, and I make no broad claim to such an idea.

Having thus described my invention, what I claim is 1. In a railway-signal, the combinatiomwith a bridge, track, or like structure, of a combustible cord located in proximity thereto, a circnit-closcr connected with the cord, an automatic mechanically operated semaphorio signal, a non-electric connection between the circuit-closer and theselnaphoric signal, a normally-open electric circuit, and an audible signal included in the circuit, all substantially as shown, whereby when the cord is severed the circuit-closer is caused to complete the circuit and sound an alarm, and at the same time cause or permit the semaphoric signal to be displayed.

2. In a railway-signal,the combination,with a track, bridge, or like structure, of a combustible cord or connection located in proximity thereto, an elbow-lever to which said cord is connected, an electric circuit, contactarms in the path of the elbow-lever, a bell or signal included in the circuit, a semaphorie signal located on that side of the elbow-lever opposite the combustible cord, and a connection extending from the elbow-lever t0 the semaphoric signal, all substantially as shown.

In a railway-signal, the combination,with a bridge, track, or like structure, of a corn bustible cord located in proximity thereto, an elbow-lever connected with the combustible cord, a seinaphoric signal, a connection 'between the semaphoric signal and the elbowlever, an electric circuit, contacts in the path of the elbow-lever, and an alarm or signal included in the circuit, all substantially as shown, whereby when the cord is severed the elbow-lever will rock and complete the circuit and also cause or permit the semaphoric signal to be displayed.

4.. In combination with a track, bridge, or like structure, a severable cord or connection, 0, located in proximity thereto, a post or standard provided with a signal-arm, H, controlled by the cord or connection 0, a locomotive provided with stopping mechanism, and an arm carried by the locomotive and adapted to actuate the stopping mechanism when struck by the signal-arm, all substantially as shown, whereby the said signalarin H is adapted to serve the twofold purpose of a visual signal and as a means for stopping the train in case the said signal should not be observed in time by the engineer.

5. The herein-described railway-signal,consisting in the combination,with atraclcbridge, or like structure, of a severable cord or con nection, 0, located in proximity thereto, an

elbow-lever, D, provided with a weighted arm and connected with the cord 0, a semaphorlc signal provided with an arm, II, a connection,

G, between the elbow-lever and the semaphoric signal, an electric circuit provided with an audible alarm, I and contact-fingers I and J,arranged in the path of the elbow-lever, substantially as shown, to be brought into contact by the elbow-lever when the cord C is severed.

6. In combination with abridge, a cord or connection, as O, mounted thereupon, an elbow lever at each end of the cord or connection, pivoted to the piers or abutments of the bridge,au electric circuit containing an alarm, and contact-fingers, the contact-fingers being arranged in the path of the elbow-lever and thereby adapted to be brought into contact with each other by the elbow-lever when the cord or connection G is severed.

7. In combination with a track, bridge, or like structure, a fusible cord or connection located in proximity thereto and connected with a signaling device, and a board, as T, grooved on its lower edge to receive the cord or connections 0, substantially as shown and described.

8. In combination with a railway track, bridge, or like structure, a visual signal, a normally open electric circuit, an audible alarm included in the circuit, a circuit-closer, a connection between the circuit closer and the semaphoric signal, and a combustible cord or connection located in proximity to the track, connected with the circuit-closer, and adapted to prevent the completion of the circuit and the display of the semaphoric signal until the said cord is burned or severed.

In witness whereof I hereunto set my hand in the presence of two witnesses.

ADELARD FRANCIS MARTEL.

\Vit-nesses:

WALTER S. DODGE, ANDREW PARKER. 

